Automatic train signal for level crossings



Sept. 3,1935. A. RICCARDI AUTOMATIC 'I 'RAIN SIGNAL FOR LEVEL CROSSINGS Filedu 20; 19:51

6 Sheets-Sheet; 1

Milk

zWn/Q, flm mba Sept. 3, 1935. A. RICCARDI AUTOMATIC TRAIN SIGNAL FOR LEVEL CROSSINGS Filed Aug. 20, 1931 6 Sheets-Sheet 2 Sept. 3, 1935. A. RICCARDI 2,013,008

AUTOMATIC TRAIN SIGNAL FOR LEVEL CROSSINGS Filed Aug. 20, 1951 6 Sheets-Sheet 5 Sept. 3, 1935. A. CARD; 2,01 ,00

AUTOMATIC TRAIN SIGNAL FOR LEVEL CROSSINGS Filed Aug. 20, 1951 s Sheets-Sheet 4 I D o Sept, 3, 1935. A. RICCARDI AUTOMATIC TRAIN SIGNAL FOR LEVEL CROSSINGS Filed Aug. 20, 1.9 3l 6 Sheets-Sheet 5 Sept. 3, 1935. A. Rice/mini AUTOMATIC TRAIN SIGNAL FOR LEVEL CRO SSINGS Fil ed Aug. 20, 19:51

l'i'g: 3.

6 Sheets-Sheet 6 to produce a current for the Patented Sept. 3, 1935 uNiTED STATES AUTOMATIC SIGNAL FOB LEVEL I GROSSINGS i Application avrut'zo. 19:1, Serial In Italy Almost 2:, 1930 4 Claims. (cl; sic-12s) Various systems of train signals especially adapted to be used at level crossings, in which the motive poweris furnished by the passage of the train over the track section comprising the signals mechanism, have been proposed and adopted. Some of these arrangements include the provision of automatic visual or optical signals actuated by the flanges of the car wheel passing over a pedal provided on the rail, and

detent devices operated by an electromagnet for permitting the operation 0! the signal at the re quired time, as well as magneto-electric generators arranged to be operated by the passing trains purpose of releasing the above mentioned detent'.

It has also been proposed to utilize the flexion of the rail produced by the passageof the successive car wheels over-it, for transmitting the said movement, by means or pedals or levers, directly to magneto-electric generators, the current thus produced being employed for actuating the signals; All these systems, and especially the. one last mentioned have not provedjto be emcient both for the reason that full advantagehas not been taken of the rails flexion produced by the train .wheels for the double conversion of power, viz; into electric power and back to mechanical power, and also by the fact that the saidproposed arrangements are not fully automatic, requiring the use of outside sources of power and also re- .quiring to be adjusted as to the length of time '.in which it iskdesired to maintain the signal *eilfective'.

By the present invention, the said drawbacks are eliminated as it comprises a completelyself contained signalling device, which, after having signalled the passage of a train near a level crossing,- or other particular portion of the railway track, is returned by the same train the passage bf which it has signalled, back to normal working trim for signalling the passage of another train over the same track section.

' .-The present invention relates to a system of automatic signalling especially adapted for the above said purposes comprising two track sections placed at a convenient distance from each other, the first of which comprises an electro magnet inserted in an electric circuit which is acted upon by the first wheel of the train passing over a control mechanism placed over the said rail section, thus producing the release of a weight held normally in a lifted position by the armature oi the said electromagnet. causing the fall of the said weight which actuates the signal,

of supplementary voltaic cells or while the other track section over which the train passes subsequently is provided with a lever or pedal. placed under one of the rails of the said section, about midway betweentwo consecutive I sleepers, whichlever or pedal receives and trans-- mits the alternate movements of flexion of the rail caused by the successive passage of the cars over it, to a device suitable for transmitting the said alternate movements and for storing the energy produced thereby byraising the aforesaid weight.

The autonomy of the apparatus, as regards the power required, is by nomeans impaired by use accumulators, as these sources 01' electric current, when properly attended to, constitute an absolutely safe and autonomous source of energy. In order that the invention may be better understood, a signalling apparatus constructed and operated'according to the principle of the invention will, by way of illustration, now be described with reference to the annexed drawings, v

in which:

' Fig. 1 shows schematically the general arrangement of the various parts included in the signal 25, apparatus installed in a portion of a double track road.

Fig. 2 shows the starting apparatus which utilizes the flexion of the rail, for actuating the sign'alling device as the train passes over it.

Fig. 3 shows a form of embodiment of the electric contact device.

Fig. 4 is a section taken through the base of the signal column.

Fig. 5 is a section taken through the same base of the column in of Fig.4. I

. Fig. 6 is a longitudinal section taken through the top of the column, a portion thereof being broken away.

Fig. 7 glows in elevation, in a plane orthogonal to the plane of Fig. 6, the upper part of the signal's column, portions being broken away;

Fig. 8 shows the detail of the ire-charging device in vertical section taken through a plane normal to the track.

Fig. 9 shows a sectional plan taken through the weight of the recharging apparatus.

Fig. 10 shows the detail of the stop device for the weight of the recharging apparatus.

Fig. 11 shows schematically the-arrangement of the apparatus used in'the case of a single a plane orthogonal to the plane track, in order to prevent the train, after having motors.

ing the signalling apparatus when passing over the second contact apparatus.

The apparatus as exemplified by the embodiment of the invention illustrated in the drawings comprises substantially, as shown in Fig. 1, a controlling mechanism, or contact device A placed at a certain distance from the level crossing, a signalling apparatus B placed near the level crossing, which device is actuated by means of electric current transmitted by the above said device A, and a mechanism applied to the running rail C for the supply of energy, which mechanism receives the impulses produced by the passage of the car wheels, transmitting them to a suitable device where theyare transformed into energy which can be utilized.

The said mechanism applied under the rails C in correspondence to the level crossing is shown in section in Fig. 2 and is connected 'to the signalling apparatus B which contains all the parts required for the production of the signals. The electric circuits controlled by the contact piece A are used for starting he movement of the signalling mechanisms of the apparatus B, by means of an electromagnet i, the winding of which is comprised in one of the said circuits, which winding actuates a small armature the movement of which produces the fall of a'weight 3 rotatable together with a pivot 4 about the axis of the pivot, and connected with the signalling mechanisms.

According to a preferred form of embodiment, the excitation of electromagnet I is produced by connecting one pole 5 of the electromagnet' to the ground T, (Figs. 1 and 2) and the other pole 6, with one terminal I of the rotor winding of a small magneto-electric machine through 'an' in sulated conductor H, which may also consist of one of the rails, the other terminal 9 of the rotor winding being connected to the ground. The said magneto-electric machine forms part of the contact apparatus A. The above said rotor is mounted on a shaft in (Fig. 2) which carries, keyed to it, a detent bar II which is acted upon by a tooth i2 provided on a rod I3 which can be shifted longitudinally by means of an arm ll.

of a bell-crank lever pivoted in a sleeper carrying the rail II. The other arm iii of the lever rests permanently, maintained by a lever l6, against the lower side of the rails flange. When the rail H is flexed as a train passes over it, a

pulling action is exerted upon the rod is, which produces the partial rotation of the detent II, and consequently also of the rotor, until the detent H becomesdisengaged from the tooth l2 and is returned to its original position by the action of a spring applied to the shaft, which spring is not shown in the drawings. The said return movement of the detent I I toits original position is utilized .to induce in the rotor circuit of the magneto-electric machine an instantaneous current, which by exciting the electro-magnet I, causes the latter to attract its armature thus allowing the weight 3 to drop. Tooth l2 being fitted with a spring, when returning to its original position,'will re-engage the detent II, the

said operation being repeated at every successivefiexion of the rail: said flexion movements cease to be eifective on the signalling apparatus when the weight 3 has reached its lowermost position, the effect reoommencing when it is lifted back to its normal position. The magneto-electric machinemayalsoconsistofacommonspark magnet such as used The second method (Figs. 3 and 4) for exciton internal combustion ing the electromagnet l, consists in connecting its two poles 5 and 6 (Fig. 1) with two insulated wires l9 and I I (Fig. 3) connected with two conductor plates I and 9, which are normally in mu-' tual contact and are detached at any flexing movement of the rail Ti thus breaking the cirture is normally kept attracted, and only when the electromagnet becomes inoperative by the breaking of the circuit caused by-the passage of a, train, the armature becomes detached by its own weight thus producing the fall of the weight 3.

The signalling apparatus B (Figs. 4, 5 and 7) as previously said, contains all the signalling mechanisms and is capable of giving the following signals: I

(a) An optical signal by means of an oscillating arm fitted with a disc,

(b) A luminous signal by means of a lamp which can give out continuous or intermittent light.

(0) An acoustic signal by means of hell, or the like.

(d) In case the apparatus becomes damaged, a visible indication to show that it is inoperative.

All the parts and mechanisms required to produce the above said indications are controlled by the fall of the weight 3'.

The power required to carry out the said indications isas previously stated, supplied by the passage of the wheels of the cars over the point on which the mechanism A (Fig. 1) is placed, but said power is previously stored in the form of potential energy of gravity in the lifting of a heavy mass, and is afterwards utilized by the lowering of this latter through the working of the mechanisms above described.

All the parts forming the signalling apparatus B are assembled in a colunm 30 which carries externally the signalling, parts formed by the bell 3| (Fig. 6) mounted at the top, and by the oscillating disc 32 fitted with the lamp 33 mounted near to the upper end of the column.

The bell 31, the disc 32 and the lamp 3: are

arranged to start operating as shown when the first axle of the train has actuated the contact apparatus A, and from that moment until the locomotive passes overmechanism C, the bell continues to operate, which operation may consist in successive hammer blows, thev disc continues 7 to swing around its axis 34 and the lamp sends out its light, either continuous or intermittent.

The connections between the said signalling devices and the weight 3 are arranged in the following manner: 1

Inside the column 30 and at its base (Fig. 5) is mounted a drum 35 "round which a cable 38 is wound, the cable being taken upwards along the column and being guided by two return pulleys, and its downward end, after passing over the pulleys carries at its other end a heavy mass 31 (Fig. '6) e The drum 351s coaxial and integral with a ratchet wheel as, (Fig. 5') on the periphery of which engage two spring pawls 40 rotatable about oppoflte seats provided in a supporting plate 15 (Fig. 4) and fitted with extensions II which rest on the periphery of a cam 42 coaxial with the wheel 30, and actuated by the rod 43 of a three which by means of pawls'l5', 45" carried by-the wheel 45 can actuate successively, by means of the toothed wheels 46', 46'', the shaft 41 which controls the oscillations of disc 32,- the shaft 48 controlling the hammer of the bell 3i, and the shaft I49 on which is mounted the armature of a dynamo or alternator 50, which serves to produce the electric power necessary for light- 7 ing the lamp 33.

The shaft I49 carries also keyed thereto a ratchet wheel H the periphery of which is engaged by the curved end of a flat spring 62, fastened at its other end (Fig. 4) to the arm 63 of a lever pivoted at 64, the other arm of which lever is connected, through a connecting rod 66, with the same arm of lever 44' which transmits the movement to the connecting rod 44" so that when the weight 3 is lowered (Fig. 1) the spring 62 releases wheel 6 I.

The arrangement of spring 62 acting as a stop on the wheel 6|, facilitates the startingof said wheel as well as that of the gearings connected to it, inasmuch as when it revolves round the pivot 64 to disconnect itself from wheel BI, it transmits to this latter an impulse which produces its rotation in the opposite direction to the movement which it had .before it had been stopped by' the spring.

The shaft 48 controls the oscillations of the bell hammer through a cam 5l keyed to it, on the periphery of which cam rests the end of a lever 52 (Fig. 4) the other arm of which lever is connected by means of a rod 54', a return lever 54 and a link 54" with the arm 85, (Fig. 6) which carries the bell-hammer l9 and has attached to it the returnspring 53 '(Fig. 6).

The shaft 4'I (Fig. 5) controlling the oscillations of disc 32, (Fig. 6) communicates its movement through an elastic coupling I20 to a crank 55 (Fig. 4) which transmits the movement through a connecting rod 56" to a return lever 56, (Fig. 4) and a second connecting rod 56", (Fig. 5) thereby producing an oscillating movement in the arm 51 (Fig. 7) integral with arm 51' which carries disc 32. Through the movements above described the disc 32 oscillates in a vertical plane about the axis 58 (Fig. 6) the oscillae tions being symmetrical with respect to a vertical line passing through said axis, said oscillations having an amplitude depending on the radius of the crank which can be adjusted by apivot 50 being suitably fixed in a groove provided on the crank 55 (Fig. 4).

In order to obviate undue efforts on the parts actuating the disc, these may be provided with suitable counterweights. The object of the elasthe oscillating disc 32, from being transmitted to shaft 41, which stresses may be due to outside causes, for example the wind.

On the other hand, the disc 32, when the coupling I20 is disconnected, has a tendency to maintain its arm 56' in the vertical position, due to its own weight and to the distribution of the masses which contribute to its'alternative movement, and is maintained in the said position, also against the action of eventual outside forces, for example the wind, by astop I2I (Fig. 4) which acts on the return lever 56 and is carried by a pivotedlever I22, by an intermediate connecting rod I23, and by the three arms of lever ll con-' trolled by the weight 3 as aforesaid.

The coupling I20 (Fig. 5) consists of a female piece I24 connected to the crank 55, and of a male piece I25 carried by a sleeve I26, which has a.polygonal bore, and can slide on the shaft 41, the sliding portion of which has a corresponding cross-section. The sleeve I26 is constantly pressed'by a spring I21 against piece I24,

the movement of said sleeve being limited by the position which it may take up under the action of a fork I28 integral with one of the arms of a lever I29, the other arm of which, being provided with a hole through which the rod 43 passes, impinges against a stop "I30 (Fig. 5) carried by the said rod.

The position of the stop I3!) is adjusted in such a way that when the weight 3 reaches its lowermost position, the connection is automatically established in a similar manner, leaving the disc free to oscillate, the descent of weight 3 causing the stop I2I to become disengaged from the return lever 56. (Fig. 5).

Fro-n the above description it will be apparent "that whenthe weight 31 has reached the limit of its lowest position, it is no longer able to cause the rotation of the toothed wheel 45, and consequently to actuate the signalling devices aforesaid. It becomes necessary therefore to return the weight to its former elevated position, and.

the potential energy of the signalling apparatus so as to enable it to work for a given time, and also because it enables the signal to operate a second time, and it consists of a bell-crank lever 68', 68" the fulcrum of which can revolve about a collar 69 fastened to the lower part of a small iron lever III, the ends of which are secured ontwo sleepers of the track, selected in a position near 'to the signalling apparatus B. The said sleepers may be adjoining to one another or they may also include between them one or more intermediate sleepers according to the amount of pressure that it is desired to utilize.

The above said lever, which oscillates in a vertical plane in correspondence to the middle section of the small lever 10, contacts with the bottom side of the foot of rail II, viathe-end of its arm 68', while its other arm 68" is pivoted to a rod 12, which-by means of an angle lever I3 (Fig. 4) actuates a secondrrgd Ilpivoted on the disc I5 supporting the pawls 40 above mentioned. Said disc I5 can rotate about the axis of the ratchet wheel 59, the pawls being con- .tinuously pushed against the ratchet wheel as'- aforesaid,j by the action of spring I5I The disc I5 is also pivotally connected through an arm I6 fixed to it to another connecting rod II which is pivotally connected to a revolving arm I8 (Fig. 4) the end I9 of which causes the lifting of the weight 3 by means of the tail 80 integral with it (Fig. 5) In order to maintain the lever arm 68 (Fig.- 8) in constant contact with the rail, a tension spring II is provided (Fig. 4)

which produces the desired effect by acting on the arm l6;

From the above description, which includes the case so far considered of a double line track, the working of the apparatus will be clearly understood.

, When the train passes over the contact apparatus (Figs. 1, 2 and 3), both in the case of excitation due to magnets as shown in Fig. 2, and in the case of excitation due to electric cells, as shown in Fig. 3, the first axle of the locomotive acting on the apparatus, produces the fall of the weight 8, which by revolving about the axis 4, produces the outward movement of the spring 82 from ratchet wheel GI (Fig. 5) thus leaving this latter free to rotate. Simultaneously the said fall causes the rod 48 to be pulled upwards, which produces the rotation of the cam 42 and causes.

the outward movement of the pawls 48 from the periphery of the ratchet wheel 88. In these conditions, the cable may cause the free rotation of the drum 85 in the direction of the unwinding of the cable by means of the descending weight 81, which produces the rotation of the shafts 41, 48 and 49 which respectively control the armature of the dynamo or alternator 58, the oscillation of the bell hammer 8| and the oscillations of the disc 82.

In orderto regulate the angular speed of the said shafts, a centrifugal brake 88 is applied on the shaft 48'. I a

In case it is desired that the lamp 85 shall flash light intermittently, it will be sufllcient to insert in its circuit a suitable rotary switch, which may be actuated by the-same mechanisms which actuate the dynamo or alternator 58.-

In the example shown the light interruption is obtained by a rotating switch keyed to the shaft 48 and operating together with the contact springs 84 and 85. g

In order to utilize to the utmost the space available in the upper part of the column 88 in cor- -and-this occurs as soon as the first axle of the locomotive acts on the recharge mechanism C by passing in front of the signalling apparatus B. When the first axle of the locomotive passes over and in correspondence to the arm 88' of the lever carried by the small lever 18, itproduces, through the flexion cf the rail, the lowering of said arm and consequently, through the gearings above described,.a pulling action on the rod 14. The movement produces on the one side, through the parts'11-18 and 18 above described, the relifting of weight 8 which remains again hooked Ihus maintaining the spring 82 in contact with the ratchet wheel 8| which stops the movement of all signalling mechanisms, and on the other hand, the shifting of the plate 15 carrying the pawls 48 with the'eifect of producing the effective movement of the ratchet wheel 88.

The lifting of the weight 8, produces also by means of the rod 44", the lever 44' and the rod 48, the restoration of the cam 42 with the effect of bringing the pawls 48 into contact with the teeth of wheel 88. After the rail has been lowered,

it again rises, so that the rod" is returned upwards through the action of the spring 19; this return movement has no influence on the weight 8 nordoes it actuate the ratchet wheel 89. The

.successive oscillations produced on the rod 14 by the passage of the successive wheels of the locomotive and following carriages, have no effeet on the position of the weight 8, but they produce the rotation of the ratchet wheel 88 and consequently of the drum 85 integral therewith, in the direction of winding the cable 86 and lifting the weight 81. The connection between the drum 86 and the toothed wheel 45 being, as previously stated, loose in the movement of the drum in that direction, there is no tendency to produce the rotation of the toothed wheel, and therefore the signalling mechanisms which are dependent on it remain inoperative. The apparatus is thus recharged in the manner above described, and is ready to give further signals by means of the energy stored during the passage'of a train over the recharge mechanism provided near the level crossing. r

. As the charging weight 81 has evidently an upper limit of rise, the recharge will have to be stopped at that point, and to this end is provided I an arrangementconsisting in a lever I8I, which has an arm with a hole at its end, through which passes the-rod 48, and there is also provided a stop nut on said rod so that. it may be lifted, thereby causing the rotation of the cam 42, so that the pawls.48 become detached from the ratchet wheel 89. Theother arm of lever I8I (Fig. is actuated by a stop I88 carried by a wheel I34 which is fitted with a number of notches I86 into which engages a tooth I81 integral with shaft I88 which carries the drum 85. The whole device is designed in such away that when the drum 85 has completed, from the position corresponding to the maximum unwinding of the cable, a given number of turns corresponding to the upper limit position of the charging weight 41, the stop I88 impinges against the corresponding arm of the lever I8I, thus causing the interruption of the recharging operation as hereinbefore described. In order to be able to respondence to the pivot of its joint I58 (Fig. 5)

with two longitudinal grooves not shown in the drawings.

The effective stroke of the charging weight 81 and the sizes of the various parts of the apparatus will naturally be determined in such a manner that the signal may work without interruptions and during a sumciently long time for ensuring to a greater extent the reliable working of the apparatus, as every passing train discharges and recharges the apparatus to the full extent.

In the event, which likely will rarely occur, that the apparatus has not been sufficiently recharged and the weight 81 has consequently descended ,to'

the lowest limit of its stroke, the weight itself, previous to coming to a stop, will actuate a device denoting that the signal is of out of order.

Thissignal consists .(Fig. '1) in an: arm, or the like, I88 which carries a word indicating that the apparatus is damaged (for example not working") which arm is normally disposed perpendicularly along the axis of column 88, so as not to be visible, when it is not required. The said arm I88 carries at one end a pivot l48'(l"lg. 8).

accomplish the lifting movement of the rod 48 The arm I39 (Fig. 7) which is fitted with a counterweight I39 for balancing it, tends to move to the horizontal position, and is kept normally in the perpendicular position, by the action of a tension wire I lI which acts on it through the lever M2, the end of'which engages with an arm I43 carried by the signal itself. tension. wire i il is secured in its lower end to a. rocker I44 (Fig. 4) carried by the colummand passesthrough a hole made through a small block I45.

The end of the lower arm I41 of a bent lever (Fig. 4) the other arm of which I41" is placed in the path of the charging weight 31, presses constantly by the action of a spring I48 on said tension wire I4I so as to prevent it from sliding inside block I45 and consequently to move.

' When the weight 31 reaches its lowermost position it impinges against arm I41" overcoming the action of the spring I48, (Fig. 4) the arm I41 frees the wire MI, and the signal arm I39 drops to the horizontal position thus showing the let- .tering marked on it. The signal may afterward be return to its normal position by hand. For the purpose of preventing, incase of prolonged damage, the recharge mechanism continuing to work when the trains are passing, the mechanisms of power supply, and also for preventing a useless wear'of the said parts, there may be provided a mechanical connection between the lever I41"-I'41" and the rod 43, so that when the cable MI is lifted, it also lifts simultaneously said rod so as to disconnect the pawls 40 from the wheel 39 and to keep them the time while the signal not working is in sight. This latter device is not shown in the drawings. Y

In the case ln which the current is supplied by electric cells, shown schematically in Fig. 3, it

may happen, due to some other cause, apart from the passage of a train at A, that the current may fail in the circuit of electromagnet I.v In case this failure is due either to exhaustion ofthe cells 9", or to the breakage of the wires I1 and 20, and the signalling apparatus 3B will start its signals in the same manner as if an interruption had occurred between 1 and 9, (Fig. 1) and unless itis recharged by the passage of a train in C, its charging weight will fall down (Fig. 4) until it-presses on the arm I41" which renders visible the signal not working as here tofore described. V

From. the above description itis apparent that the safety is absolutely insured, as in case of damage, the apparatus indicates in a visible manner that it isout of order, or during a short time, corresponding ,to the time required for lifting weight 31. to descend to its lowermost position,- the signal will indicate danger in the same way asif a train was approaching.

The manner of working described so far has reference to the case of a double track railway line, that is tosay, to the case in which the trains on each track run always in the same direction, so that each track is provided with only one contact'apparatusapplied at a point I preceding. the level crossing in the direction of the trains.

house of a single track theremust be provided two contact apparatus on either side of the level crossing, so as to signal the arrival or the trains that may approach from either directions, andin this case it is necessary to add an auxiliary appliance in order to prevent the train, signalling device and after having stopped the The tact rod 93.

detached during recharged the apparatus by passing over the level crossing, starting the said devices when passing over the other contact apparatus.

This device is shown schematically in Fig. 11, for use in connection with excitation current:

supplied by electroemagnetsgand comprises an electromagnet 9|, aheavy sphere 92 and a con-'- tact rod 93 which cooperate with the electro-- magnet I and with the weight 3 of the apparatus described above. The weight 3 is connected with the weight 92 by means of a rod 94 pivotally connected at one side with an arm 95 integral' with the weight 3, and at the other side the rod. 94 is engaged in a hole provided on the arm 95 of a lever turning round a pivot 98, the otherarm 99 of which actuates by means of a connecting rod IIIII, the contact lever 93 rotatable about IIlI. 'Suspended from anarm 91 forming part of the lever 95 is the weight 92 which is also rotatable round thepivot .98, sothat the movement of the weight 3 produces the movements of the sphere 92 and of the con- The coupling between the rod 94 and the arm 96 consists in a tooth which impinges against the arm 96 in the required direction for producing the lifting of-the weight 92,

leaving loose the coupling during the reverse movements of the rod, thus allowing'the movemerits to take place as hereinafter described. The electromagnet 9| attracts, in a similar manher as the electromagnet I, a small armature I93 which is provided to keep raised, at the right moment, the weight 92. has for its object, when rotated, to establish the contacts so as to direct the current to one or,

the other of the magnet-generators I and 5,

closing in the first case the circuit: earth-magnetgenerator-I1III4 05-- I06 I .earth, and in the second case the circuit: earth-magnet generator--I1'- I1-l04'-I 98-9 I-earth. It is to be noted in this case that the conductor I1 is formed by the rail, suitably insulated from the ground and by portions 01' the samerail in which the signalling section isdncluded.

The apparatus operates in the following way: When the signalling apparatus is in the position of rest, the weight 3 is in its highest posiis. changed in the apparatus that has reference to it. The movement of the weight 92 has caused the contact rod to close the circuit of the electromagnet 9|, simultaneously breaking the circuit of the electromagnet I. When the train passes over thelevel crossing the emission of the signals ceases owing to the lifting of the weight 3 produced by the recharge device, and

I when the train leaves the signalling zone, the

current that is sent out from the signalling apparatus does not produce the lowering of the weight 3, because the circuit of 'electromagnet l is interrupted; however the train itself causes with its last aids the fall of the weight 92. with this last mentioned movement the apparatus returns to its primitive position and is ready for The contact lever 93 passes to the electromagnet and causes a current impulse to flow in the cirgiving a new signal. The last axle of the train only produces the fall of the weight 92, because so long as there is an axle over the portion corresponding to the rail section at A, this axle short circuits the armature I4 of the magneto-electric machine 8' through the other rail which is connected electrically with it, and the current no longer reaches the signalling apparatus.

In all the above description it has been assumed that there is one signal, applied for example to a level crossing, to be used for signalling trains which run only in one direction. When considering however the general practical case in which the level crossing is to be provided with two signals, one at each side of the railway line, each of which is to be capable of signalling the approach of trains running in either directions, the apparatus suitable for this purpose is not substantially different than the one previously described.

I claim:

1. In an automatic signalling device for railway crossings of the type comprising a first and a second conveniently spaced separate section of trackway, the combination with a rotatable drum 1 and a weight suspended from a cable wound on said drum and adapted to be lowered and moved to a raised position,oi a pedal provided in the first track section, an electromagnet having an armature for normally holding said weight in its raised position, said electromagnet receiving current impulses only when the wheels of the train\ pass over said pedal, an electro-magnetic device, such as a magneto used for internal combustion engines for generating the electric current, said impulses being produced by the flexion oi the rail, and a suitable transmission for transmitting said current impulses to the solenoid of said electromagnetic device, the said current impulses producing the release of the armature normally holding said weight in its raised position, thus permitting the lowering of said weight.

2. The combination as specified in claim 1, in which the signal indicating the approach of a train comprises an optical signal composed of an arm and an oscillating disc held thereby, a light signal consisting of a lamp carried by said disc and so disposed as to deliver a continuous or intermittent light, and an acoustic signal consisting in the ringing of a hell or the like.

3. The combination as specified in claim 1, in which to prevent said weight, raised by the alternative fiexions or the rail produced by the passage of the train wheels thereover, from rising above its topmost position there is provided a means for disconnecting the transmission oithe movement to said drum as said weight is about to reach its topmost position, and in case the lowermost position of said weight is exceeded preventing its being re-lifted by the passage of another train, the descending weight, before coming to a stop, actuates an out of order signal.

4. A plurality of signalling devices as specified in claim 1, applied to a level crossing in which the ,electromagnets of each signalling device are con- 

